JP7364111B2 - Processing method, processing system, processing program - Google Patents

Description

Cross-reference of related applications

This application is based on Patent Application No. 2021-28872 filed in Japan on February 25, 2021, and the content of the underlying application is incorporated by reference in its entirety.

The present disclosure relates to processing technology for performing processing related to driving control of a host vehicle.

The technology disclosed in Patent Document 1 plans driving control regarding navigation operations of a host vehicle in accordance with detected information regarding the internal and external environments of the host vehicle. Therefore, if it is determined that there is potential responsibility for an accident based on the safety model according to the driving policy and the detected information, restrictions are imposed on driving control.

Patent No. 6708793

The technology disclosed in Patent Document 1 requires further changes.

An object of the present disclosure is to provide a new technique regarding driving control of a host vehicle.

Hereinafter, technical means of the present disclosure for solving the problems will be explained. Note that the symbols in parentheses described in the claims and this column indicate correspondence with specific means described in the embodiments described in detail later, and do not limit the technical scope of the present disclosure. It's not a thing.

A first aspect of the present disclosure includes:
A processing method executed by a processor to perform processing related to driving control of a host vehicle, comprising:
obtaining detection information describing a state detected in the host vehicle's driving environment;
Establishing a safety envelope including defining a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle;
When the target vehicle is the leading vehicle and the host vehicle is the following vehicle, the safety envelope is calculated based on the speed and maximum deceleration of the preceding vehicle and the speed, maximum acceleration, and minimum deceleration of the following vehicle. and
The minimum deceleration of the following vehicle is set to be less than or equal to the maximum deceleration of the preceding vehicle.

A second aspect of the present disclosure includes:
A processing method executed by a processor to perform processing related to driving control of a host vehicle, comprising:
obtaining detection information describing a state detected in the host vehicle's driving environment;
Establishing a safety envelope including defining a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope with a positional relationship between the host vehicle and the target vehicle and a comparison of the speed of the host vehicle with one or more limits for the speed; , including;
When the target vehicle is the leading vehicle and the host vehicle is the following vehicle, the safety envelope is calculated based on the speed and maximum deceleration of the preceding vehicle and the speed, maximum acceleration, and minimum deceleration of the following vehicle. and
When the minimum deceleration of the following vehicle is set to a value greater than the maximum deceleration of the preceding vehicle, the limit value for speed includes the upper limit speed calculated by the following formula.

A third aspect of the present disclosure is
A processing method executed by a processor to perform processing related to driving control of a host vehicle, comprising:
obtaining detection information describing a state detected in the host vehicle's driving environment;
Establishing a safety envelope including defining a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle;
Let S be the stopping distance when the host vehicle is the following vehicle, P be the stopping distance when the host vehicle is the leading vehicle, and L be the total length of the host vehicle.
P-S-L≦0
Define a boundary, margin, or buffer area as satisfying.

A fourth aspect of the present disclosure is:
A processing system that includes a processor and performs processing related to driving control of a host vehicle,
The processor is
obtaining detection information describing a state detected in the host vehicle's driving environment;
Establishing a safety envelope including defining a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle;
When the target vehicle is the leading vehicle and the host vehicle is the following vehicle, the safety envelope is calculated based on the speed and maximum deceleration of the preceding vehicle and the speed, maximum acceleration, and minimum deceleration of the following vehicle. and
The minimum deceleration of the following vehicle is set to be less than or equal to the maximum deceleration of the preceding vehicle.

A fifth aspect of the present disclosure is:
A processing system that includes a processor and performs processing related to driving control of a host vehicle,
The processor is
obtaining detection information describing a state detected in the host vehicle's driving environment;
Establishing a safety envelope including defining a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope with a positional relationship between the host vehicle and the target vehicle, and a comparison of the speed of the host vehicle with one or more limits for the speed; and run
When the target vehicle is the leading vehicle and the host vehicle is the following vehicle, the safety envelope is calculated based on the speed and maximum deceleration of the preceding vehicle and the speed, maximum acceleration, and minimum deceleration of the following vehicle. and
When the minimum deceleration of the following vehicle is set to a value greater than the maximum deceleration of the preceding vehicle, the limit value for speed includes the upper limit speed calculated by the following formula.

A sixth aspect of the present disclosure is:
A processing system that includes a processor and performs processing related to driving control of a host vehicle,
The processor is
obtaining detection information describing a state detected in the host vehicle's driving environment;
Establishing a safety envelope including defining a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle;
Let S be the stopping distance when the host vehicle is the following vehicle, P be the stopping distance when the host vehicle is the leading vehicle, and L be the total length of the host vehicle.
P-S-L≦0
Set boundaries, margins or buffer areas as required.

A seventh aspect of the present disclosure is:
A processing program that is stored in a storage medium and includes instructions for causing a processor to execute processing related to driving control of a host vehicle,
The command is
Obtaining detection information describing a state detected in the driving environment of the host vehicle;
causing a safety envelope to be set including defining a physically based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle;
When the target vehicle is the leading vehicle and the host vehicle is the following vehicle, the safety envelope is calculated based on the speed and maximum deceleration of the preceding vehicle and the speed, maximum acceleration, and minimum deceleration of the following vehicle. and
The minimum deceleration of the following vehicle is set to be less than or equal to the maximum deceleration of the preceding vehicle.

An eighth aspect of the present disclosure is:
A processing program that is stored in a storage medium and includes instructions for causing a processor to execute processing related to driving control of a host vehicle,
The command is
Obtaining detection information describing a state detected in the driving environment of the host vehicle;
causing a safety envelope to be set including defining a physically based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope with a positional relationship between the host vehicle and the target vehicle, and a comparison of the speed of the host vehicle with one or more limits for the speed; including
When the target vehicle is the leading vehicle and the host vehicle is the following vehicle, the safety envelope is calculated based on the speed and maximum deceleration of the preceding vehicle and the speed, maximum acceleration, and minimum deceleration of the following vehicle. and
When the minimum deceleration of the following vehicle is set to a value greater than the maximum deceleration of the preceding vehicle, the limit value for speed includes the upper limit speed calculated by the following formula.

A ninth aspect of the present disclosure is:
A processing program that is stored in a storage medium and includes instructions for causing a processor to execute processing related to driving control of a host vehicle,
The command is
Obtaining detection information describing a state detected in the driving environment of the host vehicle;
establishing a safety envelope that defines a physically-based boundary, margin or buffer area around the host vehicle;
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle;
Let S be the stopping distance when the host vehicle is the following vehicle, P be the stopping distance when the host vehicle is the leading vehicle, and L be the total length of the host vehicle.
P-S-L≦0
Set the safety envelope as satisfying.

According to the first, fourth, and seventh aspects, if the minimum deceleration of the following vehicle is set to be lower than the maximum deceleration of the preceding vehicle, in a situation where three or more vehicles are running in succession, one vehicle ahead of the host vehicle Even if the host vehicle changes lanes, the host vehicle can be prevented from being judged as violating the safety envelope. Therefore, the usefulness of monitoring results for violations of the safety envelope is improved.

Even with the second, third, fifth, sixth, eighth, and ninth modes, if a vehicle changes lanes when there are other vehicles in front and behind it in a situation where three or more vehicles are running in a row, , other vehicles can be prevented from being determined to violate the safety envelope.

1 is an explanatory table showing explanations of terms in the present disclosure. 1 is an explanatory table showing explanations of terms in the present disclosure. 1 is an explanatory table showing explanations of terms in the present disclosure. 1 is an explanatory table showing definitions of terms in the present disclosure. 1 is an explanatory table showing definitions of terms in the present disclosure. It is a block diagram showing a processing system of a first embodiment. FIG. 2 is a schematic diagram showing a driving environment of a host vehicle to which the first embodiment is applied. It is a block diagram showing a processing system of a first embodiment. It is a diagram in which a host vehicle is running as a vehicle following a target vehicle. It is a flowchart which shows the processing method performed by a risk monitoring block. FIG. 3 is a diagram showing temporal changes in speed and acceleration of a preceding vehicle and a following vehicle. FIG. 3 is a diagram showing calculation formulas for safe distance and the like. It is a diagram showing two vehicles running facing each other. It is a diagram in which two vehicles are running next to each other. It is a diagram showing three vehicles running in a row. FIG. 3 is a diagram showing a formula for calculating a safe distance between three vehicles. FIG. 8 is a diagram showing Equation 8. FIG. 9 is a diagram showing Equation 9. 10 is a diagram showing Equations 10 and 11. FIG. It is a figure which shows an example of the brake profile of a following vehicle. FIG. 3 is a diagram showing calculation formulas for safe distances between vehicles, etc. FIG. 1 shows one vehicle traveling in the opposite direction to two vehicles. It is a diagram showing each safety distance in terms of stopping distance. It is a diagram in which each vehicle is also moving laterally. FIG. 3 is a diagram showing the relationship between the lateral safety distance and stopping distance between vehicles. FIG. 16 is a diagram showing Equation 16. 17 is a diagram showing Equations 17 and 18. FIG. FIG. 3 is a diagram showing equations 19 to 33. It is a block diagram showing a processing system of a sixth embodiment. It is a block diagram showing a processing system of a seventh embodiment. It is a block diagram showing a processing system of an eighth embodiment. It is a block diagram showing a processing system of an eighth embodiment.

Hereinafter, a plurality of embodiments according to the present disclosure will be described based on the drawings. Note that duplicate explanations may be omitted by assigning the same reference numerals to corresponding components in each embodiment. Further, when only a part of the configuration is described in each embodiment, the configuration of the other embodiments previously described can be applied to other parts of the configuration. Furthermore, in addition to the combinations of configurations specified in the description of each embodiment, it is also possible to partially combine the configurations of multiple embodiments even if not explicitly specified, as long as the combination does not cause any problems.

1-5 provide an explanation of terms associated with each embodiment of the present disclosure. However, the definitions of terms should not be interpreted to be limited to the explanations shown in FIGS. 1 to 5, but should be interpreted within the scope of the gist of the present disclosure.

(First embodiment)
The processing system 1 of the first embodiment shown in FIG. 6 performs processing related to the operation control of the host mobile body (hereinafter referred to as operation control processing). From the perspective of the host vehicle 2, the host vehicle 2 can also be said to be an ego-vehicle. The host mobile object targeted for the driving control process by the processing system 1 is the host vehicle 2 shown in FIG. For example, when the host vehicle 2 is equipped with the entire processing system 1, it can be said that the host vehicle 2 is an ego-vehicle for the processing system 1.

In the host vehicle 2, automatic driving is performed. Automated driving is divided into levels depending on the degree of manual intervention by the occupant in a dynamic driving task (hereinafter referred to as DDT). Automated driving may be achieved through autonomous driving control, such as conditional driving automation, advanced driving automation, or full driving automation, where the system performs all DDTs when activated. Automated driving may be realized in advanced driving support control, such as driving support or partial driving automation, in which the driver as a passenger performs some or all of the DDTs. Automatic driving may be realized by either one, a combination, or switching between autonomous driving control and advanced driving support control.

The host vehicle 2 is equipped with a sensor system 5, a communication system 6, a map DB (Data Base) 7, and an information presentation system 4 shown in FIGS. The sensor system 5 acquires sensor data usable by the processing system 1 by detecting the external and internal worlds in the host vehicle 2 . For this purpose, the sensor system 5 is configured to include an external sensor 50 and an internal sensor 52.

The external sensor 50 may detect a target existing in the external world of the host vehicle 2 . The target object detection type external sensor 50 is, for example, at least one type of camera, LiDAR (Light Detection and Ranging/Laser Imaging Detection and Ranging), laser radar, millimeter wave radar, ultrasonic sonar, or the like. The external world sensor 50 may detect the atmospheric condition in the external world of the host vehicle 2 . The atmosphere detection type external world sensor 50 is, for example, at least one type of an outside temperature sensor, a humidity sensor, or the like.

The internal world sensor 52 may detect a specific physical quantity related to vehicle motion (hereinafter referred to as a physical motion quantity) in the internal world of the host vehicle 2 . The physical quantity detection type internal world sensor 52 is, for example, at least one type of a speed sensor, an acceleration sensor, a gyro sensor, or the like. The internal world sensor 52 may detect the state of the occupant in the internal world of the host vehicle 2 . The occupant detection type internal sensor 52 is, for example, at least one type of an actuator sensor, a driver status monitor, a biological sensor, a seating sensor, an in-vehicle device sensor, and the like. Here, in particular, as the actuator sensor, at least one type of sensor, such as an accelerator sensor, a brake sensor, and a steering sensor, which detects the operation state of the occupant regarding the motion actuator of the host vehicle 2 is adopted.

The communication system 6 acquires communication data usable by the processing system 1 through wireless communication. The communication system 6 may receive a positioning signal from a GNSS (Global Navigation Satellite System) satellite existing outside the host vehicle 2 . The positioning type communication system 6 is, for example, a GNSS receiver. The communication system 6 may send and receive communication signals to and from a V2X system that exists outside the host vehicle 2 . The V2X type communication system 6 is at least one type of, for example, a DSRC (Dedicated Short Range Communications) communication device, a cellular V2X (C-V2X) communication device, or the like. The communication system 6 may send and receive communication signals to and from a terminal existing within the host vehicle 2 . The terminal communication type communication system 6 is at least one type of, for example, a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, an infrared communication device, or the like.

The map DB 7 stores map data that can be used by the processing system 1. The map DB 7 is configured to include at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium. The map DB 7 may be a locator DB that estimates the self-state quantity of the host vehicle 2 including its own position. The map DB may be a DB of a navigation unit that navigates the travel route of the host vehicle 2. The map DB 7 may be constructed by a combination of multiple types of DBs.

The map DB 7 acquires and stores the latest map data through communication with an external center via the V2X type communication system 6, for example. The map data represents the driving environment of the host vehicle 2 and is converted into two-dimensional or three-dimensional data. As the three-dimensional map data, digital data of a high-precision map may be employed. The map data may include road data representing at least one type of, for example, the position coordinates, shape, and road surface condition of the road structure. The map data may include, for example, marking data representing at least one type of position coordinates, shapes, etc. of road signs, road markings, and partition lines attached to the road. The marking data included in the map data represents landmarks such as traffic signs, arrow markings, lane markings, stop lines, direction signs, landmark beacons, rectangular signs, business signs, or road line pattern changes. It's okay. The map data may include, for example, structure data representing at least one type of position coordinates, shapes, etc. of buildings facing the road and traffic lights. The marking data included in the map data may represent landmarks such as street lamps, road edges, reflectors, poles, or the back side of road signs.

The information presentation system 4 presents notification information to the occupants of the host vehicle 2, including the driver. The information presentation system 4 includes a visual presentation unit, an auditory presentation unit, and a cutaneous sensation presentation unit. The visual presentation unit presents notification information by stimulating the occupant's vision. The visual presentation unit is, for example, at least one type of a HUD (Head-up Display), an MFD (Multi Function Display), a combination meter, a navigation unit, a light emitting unit, and the like. The auditory presentation unit presents notification information by stimulating the occupant's auditory senses. The auditory presentation unit is at least one type of, for example, a speaker, a buzzer, and a vibration unit. The skin sensation presentation unit presents notification information by stimulating the occupant's skin sensation. The skin sensations stimulated by the skin sensation presentation unit include, for example, at least one of tactile sensations, temperature sensations, wind sensations, and the like. The skin sensation presentation unit is at least one type of, for example, a steering wheel vibration unit, a driver seat vibration unit, a steering wheel reaction force unit, an accelerator pedal reaction force unit, a brake pedal reaction force unit, an air conditioning unit, etc. It is.

As shown in FIG. 6, the processing system 1 connects a sensor system 5, a communication system 6, and a map DB 7 via at least one of, for example, a LAN (Local Area Network), a wire harness, an internal bus, and a wireless communication line. , and is connected to the information presentation system 4. The processing system 1 includes at least one dedicated computer. The dedicated computer configuring the processing system 1 may be an integrated ECU (Electronic Control Unit) that integrates the driving control of the host vehicle 2. The dedicated computer constituting the processing system 1 may be a judgment ECU that judges the DDT in the driving control of the host vehicle 2. The dedicated computer configuring the processing system 1 may be a monitoring ECU that monitors the driving control of the host vehicle 2. The dedicated computer configuring the processing system 1 may be an evaluation ECU that evaluates the driving control of the host vehicle 2.

The dedicated computer configuring the processing system 1 may be a navigation ECU that navigates the travel route of the host vehicle 2. The dedicated computer constituting the processing system 1 may be a locator ECU that estimates the self-state quantity of the host vehicle 2 including its own position. The dedicated computer making up the processing system 1 may be an actuator ECU that controls the motion actuators of the host vehicle 2 . The dedicated computer configuring the processing system 1 may be an HCU (Human Machine Interface) Control Unit that controls information presentation in the host vehicle 2. The dedicated computer constituting the processing system 1 may be at least one external computer that constructs an external center or a mobile terminal that can communicate via the communication system 6, for example.

A dedicated computer constituting the processing system 1 has at least one memory 10 and at least one processor 12. The memory 10 is at least one type of non-transitory physical storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium, that non-temporarily stores computer-readable programs and data. tangible storage medium). The processor 12 includes, as a core, at least one type of, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU.

Processor 12 executes a plurality of instructions included in a processing program stored in memory 10 as software. As a result, the processing system 1 constructs a plurality of functional blocks for performing driving control processing of the host vehicle 2. In this manner, in the processing system 1, a plurality of functional blocks are constructed by the processing program stored in the memory 10 causing the processor 12 to execute a plurality of instructions in order to perform driving control processing of the host vehicle 2. The plurality of functional blocks constructed by the processing system 1 include a detection block 100, a planning block 120, a risk monitoring block 140, and a control block 160, as shown in FIG.

The detection block 100 acquires sensor data from the external sensor 50 and internal sensor 52 of the sensor system 5 . The detection block 100 acquires communication data from the communication system 6. The detection block 100 acquires map data from the map DB 7. The detection block 100 detects the internal and external environments of the host vehicle 2 by inputting and fusion of these acquired data. By detecting the internal and external environments, the detection block 100 generates detection information to be provided to the subsequent planning block 120 and risk monitoring block 140. In this way, in generating detection information, the detection block 100 acquires data from the sensor system 5 and the communication system 6, recognizes or understands the meaning of the acquired data, and recognizes the external world situation of the host vehicle 2 and its own position therein. It can be said that the overall situation, including the current situation and the internal situation of the host vehicle 2, is understood by integrating the acquired data. Sensing block 100 may provide substantially the same sensing information to planning block 120 and risk monitoring block 140. Detection block 100 may provide different detection information to planning block 120 and risk monitoring block 140.

The detection information generated by the detection block 100 describes the state detected for each scene in the driving environment of the host vehicle 2. The detection block 100 may generate detection information of objects, including road users, obstacles, and structures, in the outside world of the host vehicle 2 by detecting the objects. The object detection information may represent at least one type of, for example, the distance to the object, the relative velocity of the object, the relative acceleration of the object, the estimated state based on tracking detection of the object, and the like. The object detection information may further represent the type recognized or specified from the state of the detected object. The detection block 100 may generate detection information on the current and future driving paths of the host vehicle 2 by detecting the current and future driving paths. The road detection information may represent at least one type of state among road surface, lane, road edge, free space, etc., for example.

The detection block 100 may generate the detection information of the self-state amount of the host vehicle 2 through localization that presumptively detects the self-state amount including the self-position. The detection block 100 may generate update information of map data regarding the running route of the host vehicle 2 at the same time as the detection information of the self-state quantity, and may feed back the updated information to the map DB 7. The detection block 100 may generate detection information of the markings by detecting the markings associated with the running route of the host vehicle 2 . The detection information of the sign may represent the state of at least one type of sign, lane marking, traffic light, etc., for example. The sign detection information may further represent traffic rules that are recognized or identified from the condition of the sign. The detection block 100 may generate detection information regarding the weather conditions by detecting the weather conditions for each scene in which the host vehicle 2 is traveling. The detection block 100 may generate detection information of the time by detecting the time for each driving scene of the host vehicle 2.

The planning block 120 obtains sensing information from the sensing block 100. The planning block 120 plans the driving control of the host vehicle 2 according to the acquired detection information. In the driving control plan, control commands regarding the navigation operation of the host vehicle 2 and the driver support operation are generated. The control commands generated by the planning block 120 may include control parameters for controlling the motion actuators of the host vehicle 2. Examples of the motion actuator to which the control command is output include at least one of an internal combustion engine, an electric motor, a power train in which these are combined, a brake device, a steering device, and the like.

The planning block 120 may generate control commands to match the driving policy by using a safety model written according to the driving policy and its safety. The driving policy that the safety model follows is defined based on, for example, a vehicle-level safety strategy that guarantees the safety of the intended function (hereinafter referred to as SOTIF). In other words, the safety model is described by following a driving policy that is an implementation of a vehicle level safety strategy and by modeling the SOTIF. Planning block 120 may train the safety model with a machine learning algorithm that backpropagates operational control results to the safety model. As the safety model to be trained, at least one type of learning model may be used, for example, deep learning using a neural network such as DNN (Deep Neural Network), reinforcement learning, or the like.

The planning block 120 may plan a route for the host vehicle 2 to travel in the future through driving control prior to generating the control command. Route planning may be executed by calculations such as simulations in order to navigate the host vehicle 2 based on the sensed information. The planning block 120 may further plan an appropriate trajectory for the host vehicle 2 following the planned route based on the acquired sensing information prior to generating the control command. The trajectory planned by the planning block 120 may define at least one kind of physical quantities of motion regarding the host vehicle 2, such as a traveling position, speed, acceleration, and yaw rate, in time series. The time-series trajectory plan constructs a scenario for future travel by the host vehicle 2 as it navigates. The planning block 120 may generate a trajectory by planning using a safety model. In this case, a safety model may be trained by a machine learning algorithm based on the calculation result by calculating a cost function that gives a cost to the generated trajectory.

The planning block 120 may plan adjustment of the automatic driving level in the host vehicle 2 according to the acquired detection information. Adjustment of the automatic driving level may also include handover between automatic driving and manual driving. The handover between automatic driving and manual driving is achieved by setting an operational design domain (hereinafter referred to as ODD) in which automatic driving is executed, and in scenarios that accompany entry into or exit from the operational design domain. may be done. In an exit scenario from the operation design domain, that is, a handover scenario from automatic driving to manual driving, use cases include, for example, unreasonable situations in which it is determined that an unreasonable risk exists based on a safety model, etc. In this use case, the planning block 120 may plan a DDT fallback in which the driver who becomes the fallback backup user provides a minimum risk operation to the host vehicle 2 to transition the host vehicle 2 to a minimum risk state.

Adjustment of the automatic driving level may include degenerate driving of the host vehicle 2. In the degenerate driving scenario, a use case is an unreasonable situation in which it is determined based on a safety model, for example, that there is an unreasonable risk in handing over to manual operation. In this use case, the planning block 120 may plan a DDT fallback to transition the host vehicle 2 to a minimal risk state with autonomous driving and autonomous stopping. The DDT fallback to move the host vehicle 2 to the minimum risk state is not only achieved through adjustments to lower the automated driving level, but also through adjustments to maintain the automated driving level and perform degraded driving, such as MRM (Minimum Risk Maneuver). It may also be realized in, etc.

The risk monitoring block 140 obtains detection information from the detection block 100. The risk monitoring block 140 monitors the risk between the host vehicle 2 and other target moving objects 3 (see FIG. 7) for each scene based on the acquired detection information. The risk monitoring block 140 performs risk monitoring based on the detection information in time series so as to guarantee the SOTIF of the host vehicle 2 with respect to the target moving object 3. Target moving objects 3 assumed in risk monitoring are other road users existing in the driving environment of the host vehicle 2. The target moving objects 3 include, for example, non-vulnerable road users such as cars, trucks, motorcycles, and bicycles, and vulnerable road users such as pedestrians. The target moving object 3 may further include an animal.

The risk monitoring block 140 sets a safety envelope that guarantees SOTIF in the host vehicle 2 based on, for example, a vehicle-level safety strategy, based on the acquired detection information for each scene. The risk monitoring block 140 may establish a safety envelope between the host vehicle 2 and the target vehicle 3 using a safety model according to the driving policy described above. The safety model used to set the safety envelope may be designed to avoid potential accident liability due to unreasonable risks or misuse by road users in accordance with accident liability rules. In other words, the safety model may be designed such that the host vehicle 2 complies with accident liability rules according to the driving policy. Examples of such a safety model include a Responsibility Sensitive Safety model as disclosed in Patent Document 1, for example.

In setting the safety envelope, a safety distance may be assumed from a profile regarding at least one type of physical quantity of motion based on a safety model for the host vehicle 2 and the target moving object 3 that are assumed to follow the driving policy. The safety distance defines a boundary that ensures a physically based margin around the host vehicle 2 for the expected movement of the target vehicle 3. The safe distance may be estimated taking into account the reaction time until an appropriate response is taken by the road user. A safety distance may be assumed to comply with accident liability regulations. For example, in a scene where there is a lane structure such as a lane, there is a safety distance to avoid the risk of a rear-end collision and a frontal collision in the longitudinal direction of the host vehicle 2, and a safety distance to avoid the risk of a side collision in the lateral direction of the host vehicle 2. , may be calculated. On the other hand, in a scene where no lane structure exists, a safe distance that avoids the risk of track collision in any direction of the host vehicle 2 may be calculated.

The risk monitoring block 140 may identify the situation of relative motion between the host vehicle 2 and the target moving object 3 for each scene prior to setting the safety envelope described above. For example, in a scene where a lane structure such as a lane exists, a situation where the risk of a rear-end collision and a frontal collision is assumed in the vertical direction, and a situation where the risk of a side collision is assumed in the lateral direction may be specified. In these vertical and horizontal situation identification, the state quantities regarding the host vehicle 2 and the target moving object 3 may be converted to a coordinate system assuming a straight lane. On the other hand, in a scene where no lane structure exists, a situation in which there is an assumed risk of collision between the tracks in any direction of the host vehicle 2 may be identified. Note that the above situation identification function may be executed at least in part by the detection block 100, and the situation identification result may be provided to the risk monitoring block 140 as detection information.

The risk monitoring block 140 executes a safety determination between the host vehicle 2 and the target moving object 3 based on the set safety envelope and the acquired detection information for each scene. That is, the risk monitoring block 140 realizes the safety determination by testing whether or not there is a violation of the safety envelope in the driving scene interpreted based on the detected information between the host vehicle 2 and the target moving object 3. If a safe distance is assumed in the setting of the safety envelope, it is determined that there is no violation of the safety envelope because the actual distance between the host vehicle 2 and the target moving object 3 exceeds the safe distance. Good too. On the other hand, when the actual distance between the host vehicle 2 and the target moving object 3 becomes less than or equal to the safe distance, it may be determined that there is a violation of the safety envelope.

The risk monitoring block 140 may use simulation to calculate a reasonable scenario for giving the host vehicle 2 appropriate actions to take as an appropriate response when it is determined that the safety envelope has been violated. . In the simulation of a rational scenario, by estimating the state transition between the host vehicle 2 and the target moving object 3, actions to be taken for each transition state may be set as constraints for the host vehicle 2. In setting the action, a limit value assumed for the physical quantity of movement may be calculated so as to limit at least one type of physical quantity of movement given to the host vehicle 2 as a constraint on the host vehicle 2 .

The risk monitoring block 140 determines restrictions for complying with accident liability rules from a profile regarding at least one physical quantity of motion based on a safety model for the host vehicle 2 and the target moving object 3 that are assumed to follow the driving policy. The value may also be calculated directly. Direct calculation of limit values can itself be considered as setting a safety envelope, and also as setting constraints on operational control. Therefore, when an actual value on the safer side than the limit value is detected, it may be determined that there is no violation of the safety envelope. On the other hand, if an actual value outside the limit value is detected, it may be determined that there is a violation of the safety envelope.

The risk monitoring block 140 detects at least one type of detection information used for setting the safety envelope, judgment information representing the judgment result of the safety envelope, detection information that influenced the judgment result, and a simulated scenario. Evidence information may be stored in the memory 10. The memory 10 in which evidence information is stored may be installed in the host vehicle 2 or may be installed, for example, in an external center outside the host vehicle 2, depending on the type of dedicated computer that constitutes the processing system 1. It's okay. The evidence information may be stored in an unencrypted state, or may be stored in an encrypted or hashed state. Storage of evidence information is performed at least in case of a determination that there is a violation of the safety envelope. Of course, storage of evidence information may be performed even when it is determined that there is no violation of the safety envelope. Evidence information when it is determined that there is no violation of the safety envelope can be used as a lagging indicator at the time of storage, and can also be used as a leading indicator in the future.

Control block 160 obtains control instructions from planning block 120. Control block 160 obtains decision information regarding the safety envelope from risk monitoring block 140 . When the control block 160 obtains the determination information that there is no violation of the safety envelope, it executes the planned driving control of the host vehicle 2 according to the control command.

On the other hand, when the control block 160 obtains the determination information indicating that the safety envelope has been violated, it imposes constraints on the planned driving control of the host vehicle 2 according to the driving policy based on the determination information. The restriction on driving control may be a functional restriction. The constraints on operational control may be degraded constraints. The constraints on the operation control may be other constraints than these. Constraints on operational control are given by limits on control commands. If a reasonable scenario is being simulated by the risk monitoring block 140, the control block 160 may limit the control commands according to that scenario. At this time, if a limit value is set regarding the physical quantity of motion of the host vehicle 2, the control parameter of the motion actuator included in the control command may be corrected based on the limit value.

The details of the first embodiment will be described below.

As shown in FIG. 9, the first embodiment assumes a lane structure 8 in which lanes are divided. The lane structure 8 regulates the movement of the host vehicle 2 and the target moving body 3, with the direction in which the lane extends as the longitudinal direction. The lane structure 8 regulates the movement of the host vehicle 2 and the target moving object 3 with the width direction or the direction in which the lanes are lined up as the lateral direction.

The driving policy between the host vehicle 2 and the target moving object 3 in the lane structure 8 is defined as the following (A) to (E), for example, when the target moving object 3 is the target vehicle 3a. Note that the forward direction with respect to the host vehicle 2 refers to, for example, the traveling direction on the turning circle at the current steering angle of the host vehicle 2, the traveling direction of a straight line passing through the vehicle center of gravity perpendicular to the axle of the host vehicle 2, or the traveling direction of the host vehicle 2. This refers to the direction of movement from the front camera module of the sensor system 5 on the axis of the camera's FOE (Focus Of Expansion).
(A) A vehicle will not rear-end a vehicle traveling in front of it.
(B) Vehicles shall not forcibly cut in between other vehicles.
(C) Vehicles will yield to other vehicles depending on the situation, even if they have priority.
(D) Drive vehicles carefully in areas with poor visibility.
(E) Regardless of whether the vehicle is at fault or not, if it is possible to prevent the accident by itself, the vehicle will take reasonable actions to prevent the accident.

The modeled safety model of SOTIF, which is a model that follows a driving policy, assumes road user actions that do not lead to unreasonable situations as appropriate and rational actions to take. The unreasonable situations between the host vehicle 2 and the target moving object 3 in the lane structure 8 are a head-on collision, a rear-end collision, and a side collision. Rational actions in a head-on collision include, for example, when the target moving object 3 with respect to the host vehicle 2 is the target vehicle 3a, a vehicle traveling in the wrong direction applies the brakes. For example, if the target moving object 3 for the host vehicle 2 is the target vehicle 3a, the rational behavior in a rear-end collision is that the vehicle traveling in front of the vehicle does not apply the brakes more than a certain level, and that the vehicle traveling behind the host vehicle 2 does not brake suddenly beyond a certain level. This includes things like avoiding a rear-end collision when a vehicle is involved in a collision. Rational actions in a side collision include, for example, when the target moving body 3 with respect to the host vehicle 2 is the target vehicle 3a, vehicles running parallel to each other steer in a direction away from each other. When assuming rational behavior, the state quantities regarding the host vehicle 2 and the target moving object 3 are determined whether the lane structure 8 is a curved lane or the lane structure 8 is elevated or lowered; It is transformed into a Cartesian coordinate system assuming structure 8 and defining the longitudinal and lateral directions.

The safety model should be designed in accordance with accident liability rules, which hold the mobile object responsible for the accident if it did not act rationally. The safety model used to monitor the risks between the host vehicle 2 and the target vehicle 3 under the accident liability rules in the lane structure 8 is designed to ensure that the host vehicle 2 avoids potential accident liability by acting rationally. A safety envelope for the host vehicle 2 is set for the host vehicle 2. Therefore, the risk monitoring block 140 when the entire processing system 1 is normal is to compare the safe distance based on the safety model for each driving scene with the actual distance between the host vehicle 2 and the target moving object 3. , determine whether there is a violation of the safety envelope. The normal situation risk monitoring block 140 simulates scenarios to provide rational action to the host vehicle 2 in the event of a violation of the safety envelope. Through the simulation, the risk monitoring block 140 sets, for example, a limit value regarding at least one of speed, acceleration, etc., as a constraint on the driving control in the control block 160. In the following description, the violation determination function and constraint setting function in a normal situation will be referred to as a normal safety function.

In FIG. 9, host vehicle 2 is a vehicle following target vehicle 3a. The target vehicle 3a is an example of the target moving body 3. The target moving object 3 is a moving object that performs a violation determination with the host vehicle 2. There may be no other moving object between the target moving object 3 and the host vehicle 2. Another moving object may exist between the target moving object 3 and the host vehicle 2, and even in this case, the safe distance d _min may be calculated.

FIG. 10 shows the processing method performed by the risk monitoring block 140. The processing method is repeatedly executed at regular intervals. In S100 of the processing method, the risk monitoring block 140 acquires detection information from the detection block 100.

In S101 of the processing method, the situation is determined based on the detection information acquired in S100. The situation is determined for each target moving object 3. The reason for determining the situation is to select a violation determination method. The situation determined here may be a scenario or a scene, and the determination may be made by collectively determining a plurality of target moving bodies 3 existing around the host vehicle 2.

The situation may be determined separately for the vertical direction and the horizontal direction. The longitudinal situation may include a situation where a rear-end collision is determined and a situation where a head-on collision is determined. Examples of situations in which a rear-end collision is determined include a situation in which the host vehicle 2 is the leading vehicle and the target vehicle 3a is the following vehicle, and a situation in which the target vehicle 3a is the leading vehicle and the host vehicle 2 is the following vehicle. May contain. The situations in which a head-on collision is determined include a situation where both the host vehicle 2 and the target vehicle 3a are traveling in the correct lane, a situation where only one of them is driving in the correct lane, and a situation where both of them are driving in the incorrect lane. This may include a situation in which the lane information is unknown, and a situation in which the lane information is unknown. Here, the situation in which the vehicle is traveling in the correct lane may be the situation in which the vehicle is traveling in the lane along the regular traveling direction determined by laws and regulations, road signs, and road markings. An example of a situation where both the host vehicle 2 and the target vehicle 3a are traveling in the correct lane is a situation where the host vehicle 2 and the target vehicle 3a are traveling on a road without a center line. An example of a situation where only one vehicle is driving in the correct lane is when one vehicle (which may be an emergency vehicle) is driving on a single-lane road and the other vehicle is driving in the correct lane (this vehicle may be parked on the street). Examples include a situation where the driver is driving into the opposite lane in order to overtake another vehicle (which may be a vehicle inside), or a situation where the other vehicle is driving in the wrong direction on a one-way road. An example of a situation where neither is correct is a situation where both are traveling in a prohibited area. An example of a situation where the lane status is unknown is a situation where the road the vehicle is traveling on is a road that is not shown on the map. The lateral situation may include a situation where a side collision is determined. The situations in which a side collision is determined may include a situation where the host vehicle 2 is on the right and the target vehicle 3a is on the left, and a situation where the host vehicle 2 is on the left and the target vehicle 3a is on the right.

In S102 of the processing method, a safety distance d _min is set. The safe distance d _min is set for each target moving object 3. The safe distance d _min may be set using different calculation formulas depending on the situation determined in S101. The formula for calculating the safety distance d _min is set in advance. The formula for calculating the safe distance d _min may be calculated using the respective speeds v and accelerations a of the host vehicle 2 and the target vehicle 3a. Details of the calculation of the safe distance d _min will be described later. Safety distances can be translated into appropriate distances to be maintained with respect to other road users. Setting the safety distance d _min may be essentially the setting of a safety envelope itself, including defining a physically-based boundary, margin or buffer area around the host vehicle. Alternatively, based on the setting of the safety distance d _min , a boundary, margin or buffer area may be defined that is included in the setting of the safety envelope. The safety envelope may be established based on a minimum set of assumptions defined for each scenario.

In S103 of the processing method, a safety determination (also referred to as a safety envelope violation determination) is performed. The safety determination is made by comparing the safety envelope with the current positional relationship between the host vehicle 2 and the target moving body 3. Specifically, the safety determination may be made by comparing a safety distance d _min set for each situation with the current distance between the host vehicle 2 and the target moving object 3. If the safe distance d _min is shorter than the current distance, it is determined that the safety envelope is violated. In other words, if the current distance is longer than the safe distance _dmin , it is determined that the safety envelope is not violated. Violation determination is performed for each target moving object 3.

In S104 of the processing method, acceleration a and velocity v are evaluated. This evaluation is performed by comparing the limit value of acceleration a and the limit value of speed v with the current acceleration a and speed v of the host vehicle 2.

The limit value of the acceleration a is determined based on the result of the violation determination. If the result of the violation determination is that there is no violation of the safety envelope, no new limit is imposed on the acceleration a. That is, a restriction on acceleration a that has already been imposed for some other reason may be continuously imposed. If it is determined that the safety envelope is in violation, the acceleration a in the vertical and horizontal directions on the side that is later determined to be in violation of the safety envelope may be limited, or the braking ( brakes) may be required. That is, even if the safety envelope is violated in either the vertical direction or the lateral direction, it is not necessary to limit the acceleration a or apply the brakes. For example, on a one-lane road, a safe distance in the lateral direction between the host vehicle 2 and the preceding vehicle as the target moving object 3 cannot be ensured. In this state, if the state later changes to a state where a safe distance in the vertical direction cannot be secured, there is a possibility that a rear-end collision will occur. Under such a situation, by limiting the acceleration a of the host vehicle 2 or causing the host vehicle 2 to apply the brakes, it is possible to transition to a state in which a safe distance in the longitudinal direction is secured.

The limit value of the speed v may be set based on the distance of the host vehicle 2 from the intersection, the position of the virtual other vehicle, and the assumed speed. In order to set the limit value of the speed v, consideration may be given to which of the host vehicle 2 and the virtual other vehicle is traveling on the priority road, and which of the host vehicle 2 and the other vehicle is closer to the intersection. For example, if the host vehicle 2 is traveling on a priority road and the virtual other vehicle is closer to the intersection than the host vehicle 2, an upper limit value is set as the limit value of the speed v. As the limit value of the speed v, either or both of the upper limit value and the lower limit value of the speed v can be set.

When a plurality of speed limit values are set, the plurality of limit values are integrated and evaluated. The integration may include employing the most limiting value among the plurality of limit values as the limit value to be compared with the current speed v of the host vehicle 2.

The results of the evaluation are provided to control block 160. The evaluation result may be included in the determination information and provided to the control block 160. The determination information includes the result of the safety determination performed in S103. The result of the safety determination performed in S103 can also be called the safety envelope determination result.

Next, a method for calculating the safe distance d _min will be described in detail. FIG. 9 also illustrates the safe distance d _min in a situation where a rear-end collision is determined. The safety distance _dmin in the situation where a rear-end collision is determined, the stopping distance _{dbrake,front of the vehicle in front, cf ,} the free running distance dreaction,rear, of the _vehicle in front _{, dreaction,rear} , and the braking of the vehicle _cr . There is a relationship shown in FIG. 9 between the distance _dbrake,rear .

The safe distance d _min in a situation where a rear-end collision is determined is the following when the preceding vehicle c _f is traveling at a speed v _f and brakes are applied at the maximum deceleration a _max,brake to stop the following vehicle c _r Even if the vehicle accelerates at the maximum acceleration a _max,accel for the reaction time ρ seconds, and then brakes at the minimum deceleration a _min,brake and stops, the distance may be set so that no rear-end collision occurs. In this embodiment, all the vehicles equipped with the processing system 1 have the maximum deceleration a _max,brake , the maximum acceleration a _max,accel , and the minimum deceleration a _min,brake set to the same value. On the other hand, all the vehicles equipped with the processing system 1 are not processed to set the maximum deceleration a _max,brake , the maximum acceleration a _max,accel , and the minimum deceleration a _min,brake to the same values. Good too. The same scenario is selected as a reasonably foreseeable scenario for each vehicle, and as a result of the selection, the maximum deceleration a _max,brake , the maximum acceleration a _max,accel , and the minimum deceleration a _min,brake become substantially They may have the same value.

The maximum acceleration a _max,accel may be different from the acceleration a when the vehicle maximizes its acceleration ability. For example, the maximum accelerations a _{max and accel} may be values set from the viewpoint of continuing safe travel. Further, for example, the maximum acceleration a _max,accel may be a reasonably foreseeable maximum expected acceleration that the target moving object 3 (another road user) can exhibit. The maximum deceleration a _max,brake may be different from the deceleration when the vehicle maximizes its deceleration ability. For example, the minimum deceleration a _min,brake may be a value set from the viewpoint of continuing safe travel. For example, the minimum deceleration a _min,brake may be a reasonably foreseeable minimum expected deceleration that the target moving object 3 (another road user) may exhibit. The reaction time ρ is the time from when the preceding vehicle starts decelerating until when the following vehicle starts decelerating. For example, the reaction time ρ may be set in advance. For example, the reaction time ρ may be a reasonably foreseeable maximum expected reaction time that the target moving object 3 (another road user) can exhibit. Note that the deceleration is a positive value. The deceleration indicates deceleration by adding a minus sign.

FIG. 11 shows temporal changes in the speed v and acceleration a of the preceding vehicle and the following vehicle at this time. The acceleration of the preceding vehicle is constant at -a _max,brake from time t0 to time t1. The acceleration of the following vehicle is a _max,accel from time t0 until the reaction time ρ has elapsed, and -a _max,brake from the time the reaction time ρ has elapsed until time t2. Therefore, the temporal change in the speed of the preceding vehicle is shown in the third graph, and the temporal change in the speed of the following vehicle is shown in the fourth graph.

From FIG. 11, as shown in FIG. 12, the stopping distance d _brake,front of the preceding vehicle can be expressed by equation 1, the free running distance d _{reaction,rear} of the following vehicle can be expressed by equation 2, and the following vehicle The braking distance dbrake _,rear can be expressed by Equation 3. The safety distance d _min can be expressed by Equation 4.

In a situation where a head-on collision is determined, as shown in FIG. 13, vehicles c ₁ and c ₂ are running facing each other at speeds v ₁ and v ₂ , respectively, and accelerate at maximum accelerations a _{max and accel} for reaction time ρ seconds. , the safe distance d _min may be defined as the distance at which a head-on collision will not occur even if the vehicle is stopped by applying the brakes at the minimum deceleration a _min,brake . However, for a vehicle traveling in the correct lane, the minimum deceleration may be set to a _{min, brake , correct, which is smaller than a min, brake} . The meanings of the maximum acceleration a _max,accel and the minimum deceleration a _min,brake are the same as in the situation in which a rear-end collision is determined.

In a situation where a side collision is determined, as shown in FIG. 14, vehicles c ₁ and c ₂ are running next to each other at lateral velocities v ₁ and v ₂ , respectively, and the reaction time is ρ seconds, and the maximum acceleration a _{max, accel, lat} Even if the vehicle accelerates at , and then decelerates in the lateral direction at the minimum deceleration a _{min, brake, lat} , the safe distance d _min may be set as the minimum distance μ to avoid collision. For example, the maximum accelerations a _{max, accel, and lat} may be values set from the viewpoint of continuing safe travel. Further, for example, the maximum acceleration a _{max, accel, lat} may be a reasonably foreseeable maximum expected acceleration that the target moving object 3 (another road user) can exhibit. For example, the minimum decelerations a _{min, brake, and lat} may be values set from the viewpoint of continuing safe travel. For example, the minimum deceleration a _{min, brake, lat} may be a reasonably foreseeable minimum expected deceleration that the target moving object 3 (another road user) may exhibit. The minimum distance μ is a value set in advance.

In FIG. 15, vehicle _cm is running between vehicle c _f and vehicle _cr . In the processing system 1, as shown in FIG. 15, a scenario or scene in which three vehicles are running in a row in the same direction is also considered. Assume that vehicle _cr cannot detect vehicle c _f . At this time, if the following equation 5 holds true, even though vehicle _cm and vehicle _cr each maintain a safe distance d _min from the preceding vehicle, vehicle _cr and vehicle c _f maintain a safe distance d _min from the preceding vehicle. This means that it has not been maintained. In the following formula, d _{min, mr} is the safe distance between vehicles C _m and C _r , d _{min, fm} is the safe distance between vehicles C _f and C _m , and d _{min, fr} is the safe distance between vehicles C _f and C _r . This is a safe distance. L is the length of vehicle _cm .
(Formula 5) d _{min, mr} + d _{min, fm} +L<d _{min, fr}

When the above formula holds, when vehicle _cm changes lanes, vehicles _cr and c _f are determined to violate the safety envelope. Here, in order to avoid the transition to the minimum risk state, it is preferable to create a situation in which a violation of the safety envelope is unlikely to occur, in other words, to suppress the determination that a violation of the safety envelope occurs. Therefore, the processing system 1 sets the minimum deceleration a _min,brake of the following vehicle to be equal to or less than the maximum deceleration a _max,brake of the preceding vehicle. That is, the minimum deceleration a _min,brake of the following vehicle and the maximum deceleration a _max,brake of the preceding vehicle are set so as to satisfy Equation 6.
(Formula 6) a _{min, brake} ≦a _{max, brake}

In this way, by setting the minimum deceleration a _min,brake of the following vehicle and the maximum deceleration a _max,brake of the preceding vehicle, it is possible to ensure a safe distance d _min between vehicle c _f and vehicle _cr . The reason for this will be explained.

If Equation 7, which is obtained by changing the magnitude relationship between the right and left sides of Equation 5, holds true, vehicle c _f and vehicle _cr can be determined to be safe.
(Formula 7) d _{min, mr} + d _{min, fm} +L≧d _{min, fr}

The safe distance d _min is the following vehicle empty running distance + the following vehicle braking distance - the preceding vehicle braking distance. Based on the concept explained using FIGS. 11 and 12, the safe distance _dmin between each vehicle, the following vehicle's free running distance, the following vehicle's braking distance, and the leading vehicle's braking distance can be expressed by the character formula shown in FIG. can.

When the preceding vehicle braking distance, the following vehicle idle distance, and the following vehicle braking distance shown in FIG. 16 are substituted into Equation 7, Equation 8 shown in FIG. 17 is obtained. By transforming Equation 8, Equation 9 shown in FIG. 18 is obtained. In Equation 9, since a _max,accel , a _min,brake , ρ, v _m , and L are positive numbers, the second, third, and fourth terms on the left side are all values of 0 or less.

If Equation 6 is satisfied, the first term on the left side will also have a value of 0 or less. From the above, if Equation 6 is satisfied, Equation 9 always holds true. Therefore, if formula 6 is satisfied, formula 7 also holds true.

As described above, the minimum deceleration a _min,brake of the following vehicle and the maximum deceleration a _max,brake of the preceding vehicle are both set values. Therefore, the processing system 1 sets these values to satisfy Equation 6. This setting is reflected in the calculation of the safety distance d _min and the control of the vehicle.

The processing method of the first embodiment described above sets the minimum deceleration a _min,brake used when the vehicle becomes the following vehicle to be equal to or less than the maximum deceleration a _max,brake used when the vehicle becomes the preceding vehicle. By doing this, in a situation where three vehicles are running in a row, even if the vehicle in front of host vehicle 2 changes lanes, host vehicle 2 will be judged as violating the safety envelope. It can prevent you from putting it away.

(Second embodiment)
The second embodiment is a modification of the first embodiment.

In the second embodiment as well, all the vehicles equipped with the processing system 1 have parameters such as the maximum deceleration a _max,brake and the minimum deceleration a _min,brake set to the same value.

In the second embodiment, as shown in equation 10 shown in FIG. 19, contrary to the first embodiment, the minimum deceleration a _min,brake , which is the value used when the vehicle is the following vehicle, is the value used when the vehicle is the following vehicle. This is set to a value larger than the maximum deceleration a _max,brake, which is the value used for.

In the second embodiment, in the speed evaluation in S104, in addition to the limit value of the speed v described in the first embodiment, the upper limit speed v _limit calculated by Equation 11 is also used as the limit value of the speed v. b _f , a _r , and b _r in Equation 11 are the maximum deceleration a _max,brake , the maximum acceleration a _max,accel , and the minimum deceleration a _min,brake, respectively. The maximum deceleration a _max,brake , the maximum acceleration a _max,accel , the minimum deceleration a _min,brake , L, and ρ are the same as those described in the first embodiment, and are preset values. .

Equation 11 is a solution obtained by using Equation 9 as an equation and solving for v _m . Solving Equation 9 for v _m yields two real solutions. The two real solutions are a positive solution and a negative solution. Since v _m is positive, only positive solutions of Equation 9 for velocity v _m are those that actually indicate velocity v _m .

The maximum deceleration a _max,brake , the maximum acceleration a _max,accel , and the minimum deceleration a _min,brake are set to the same value in all vehicles equipped with the processing system 1. Therefore, Equation 11 is based on the maximum deceleration a _max,brake of the preceding vehicle set in the host vehicle 2, the maximum acceleration a _max,accel , the minimum deceleration a _min,brake of the following vehicle, and the host vehicle 2 This can be considered as a relationship between the length L, the reaction time ρ, and the upper limit speed v _limit of the host vehicle 2.

When formulas 10 and 11 are satisfied, formula 9 is satisfied as well as when formula 6 is satisfied. Therefore, even with the second embodiment, even if a vehicle changes lanes with other vehicles in front and behind it in a situation where three or more vehicles are running in a row, the other vehicles will not be able to comply with the safety envelope. It is possible to prevent the situation from being judged as a violation of the rules.

(Third embodiment)
The third embodiment is a modification of the first embodiment.

In the third embodiment, the safety distance d _min is calculated using the preceding vehicle brake profile and the following vehicle brake profile. The preceding vehicle brake profile is information including the stopping distance of the preceding vehicle (hereinafter referred to as the preceding vehicle stopping distance). The following vehicle brake profile is information including the stopping distance of the following vehicle (hereinafter referred to as "following vehicle stopping distance"). These two stopping distances are distances from when the preceding vehicle starts braking processing until the vehicle stops. The stopping distance of the preceding vehicle does not include the idle distance, and the stopping distance of the preceding vehicle is the same as the braking distance of the preceding vehicle. On the other hand, the following vehicle stopping distance is the sum of the following vehicle's idle running distance and the following vehicle's braking distance. The brake profile is information that includes not only the stopping distance but also temporal changes in the acceleration a of the vehicle.

The preceding vehicle acceleration and preceding vehicle speed shown in FIG. 11 used in the description of the first embodiment indicate temporal changes in acceleration a and speed v in one preceding vehicle brake profile. The following vehicle acceleration and the following vehicle speed shown in FIG. 11 indicate temporal changes in acceleration a and speed v in one following vehicle brake profile. FIG. 20 shows temporal changes in jerk, acceleration a, and velocity v in a following vehicle brake profile different from that in FIG. 11.

In _{FIG . 21} , among the three vehicles c _f , _{cm , and cr shown} in FIG _. It shows the stopping distance, the following vehicle stopping distance, and the safety distance d _min .

Note that P is the stopping distance without reaction time ρ, and S is the stopping distance with reaction time ρ. As shown in FIG. 11, since the stopping distance is set at t0 when the preceding vehicle starts decelerating, there is no need to consider the reaction time ρ until the start of braking for the preceding vehicle stopping distance. On the other hand, as shown in FIG. 11, braking of the following vehicle is started after the reaction time ρ has elapsed. Therefore, it is necessary to consider the reaction time ρ when determining the stopping distance of the following vehicle. In other words, the stopping distance without reaction time ρ means the preceding vehicle stopping distance, and the stopping distance with reaction time ρ means the following vehicle stopping distance.

Using the symbols P and S for these stopping distances, each safety distance d _min can be expressed at the bottom of the table shown in FIG. 21. By substituting each safety distance d _min shown in FIG. 21 into Equation 7, Equation 12 is obtained.
(Formula 12) P _m −S _m −L≦0

The host vehicle 2 sets the stopping distance of the host vehicle with the reaction time ρ and the stopping distance without the reaction time ρ so as to satisfy Equation 12. Thereby, when the host vehicle 2 is the vehicle _cm , the vehicles c _f and the vehicle _cr can prevent the host vehicle 2 from changing lanes from being determined as a violation of the safety envelope.

Other vehicles other than the host vehicle 2, such as vehicle c _f and vehicle _cr , also change the stopping distance without reaction time ρ (i.e., the preceding vehicle stopping distance) and the stopping distance with reaction time ρ (i.e., the following vehicle stopping distance) so as to satisfy Equation 12. It is preferable to set the vehicle stopping distance). Note that in Equation 12, L is smaller than P _m and S _m . Therefore, the preceding vehicle stopping distance and the following vehicle stopping distance may be set so as to satisfy Equation 13 without considering L.
(Formula 13) P _m ≦ S _m

Equation 13 is an equation in which L, which has a small influence, is omitted from Equation 12. Furthermore, when formula 13 is satisfied, formula 12 is also satisfied. Therefore, satisfying Expression 13 may be considered to be substantially the same as satisfying Expression 12.

In Equations 12 and 13, parameters P _m and S _m are stopping distances for the same vehicle. Therefore, these P _m and S _m can also take different values for each vehicle.

As described above, the brake profile includes a temporal change in the acceleration a. In order to set the stopping distance included in the brake profile so as to satisfy Equation 12 or Equation 13, it is also necessary to set how the acceleration a is changed over time. Since the acceleration a is used in setting the safe distance d _min in S102, the setting of the time change of the acceleration a is reflected in the setting of the safe distance d _min in S102. The processing method executed by the risk monitoring block 140 in the processing system 1 of the third embodiment is the same as that of the first embodiment, except that the parameters for setting the safe distance d _min are different.

FIG. 22 shows a diagram in which a vehicle c _f is traveling in one direction along a road, and a vehicle _cm and a vehicle _cr are traveling in the opposite direction to the vehicle c _f . Even in the situation shown in FIG. 22, if Equation 7 is satisfied, it is not necessary to calculate the safe distance d _min,fr and make a safety determination using the safe distance d _min,fr .

FIG. 23 is a diagram showing each safety distance d _min in terms of stopping distance in the situation shown in FIG. 22. When each safety distance d _min shown in FIG. 23 is substituted into Equation 7, Equation 12 is obtained as in the case where three vehicles are traveling in the same direction. Therefore, by setting the preceding vehicle stopping distance and the following vehicle stopping distance so as to satisfy Equation 12, even if vehicle _cm changes lanes from the situation shown in FIG. 22, vehicle _cr is determined to be in violation of the safety envelope. You can prevent this from happening.

In other words, if Equation 12 is satisfied, or if Equation 13 is satisfied, in both the situations shown in FIG. 15 and the situation shown in FIG. 22, even if vehicle C _m changes lanes, vehicle C _R is safe. It is possible to prevent the envelope from being judged as a violation.

FIG. 24 conceptually shows a state in which the vehicles c _f , _cm , and _cr are also moving in the lateral direction. The arrows extending from the vehicles _cf , _cm , _cr indicate whether the lateral movement direction of each vehicle _cf , _cm , _cr is left or right. Of course, each vehicle c _f , _cm , _cr is also moving in the longitudinal direction.

If the safety distance d _min in the lateral direction satisfies the following equation 14, even if the vehicle _cm moves back and forth relative to the vehicles c _f and _cr , the vehicle c _f or the vehicle _cr is safe. It will not be judged as a violation of the envelope. Note that in Equation 14, W is the length in the width direction of the vehicle _cm .
(Formula 14) d _{min, mr} + d _{min, fm} +W≧d _{min, fr}

Here, let Q be the lateral stopping distance of each vehicle c _f , _cm , _cr . The lateral stopping distance is the distance from when the lateral deceleration process starts until the vehicle stops. The lateral brake profile is information including a lateral stopping distance and a temporal change in the lateral acceleration a of the vehicle.

The safe distance d _min between two vehicles located on the left and right sides of each other can be expressed as the difference between the stopping distances of the left vehicle and the right vehicle. In the positional relationship shown in FIG. 24, the safety distances d _min between vehicles _cm and _cr , between vehicles c _f and _cm , and between vehicles c _f and _cr are determined using the stopping distance Q, respectively, as shown in FIG. It can be expressed by the relationship shown at the bottom.

By substituting each safety distance d _min shown in FIG. 25 into Equation 14, Equation 15 is obtained.
(Formula 15) W≧0
Equation 15 always holds true. Therefore, regarding the movement of the vehicle in the lateral direction, it is sufficient to compare the distance to the next vehicle with the safe distance d _min , and there is no need to set limits on the acceleration a or the speed v.

(Fourth embodiment)
The fourth embodiment is a modification of the first, second, and third embodiments.

In the fourth embodiment, the safe distance d _min in a situation where a rear-end collision is determined is determined not from Equation 4 but from Equation 16 shown in FIG. 26. Equation 16 is an equation that compares the first distance d ₁ and the second distance d ₂ and sets the longer distance as the safe distance d _min . The right side of Equation 16 represents the first distance d ₁ and the second distance d ₂ in terms of stopping distance.

The first distance d ₁ can be expressed as S _r −P _m using the stopping distances P and S of the third embodiment. That is, the first distance d ₁ is the safe distance d _min,mr between the vehicles _cm and _cr , assuming that the vehicle _cr shown in FIG. 15 is the own vehicle. Assuming that the own vehicle is the host vehicle 2, the safety distance d _min,mr , that is, the first distance d ₁ is calculated from the stopping distance S _r of the host vehicle 2, which is the following vehicle, to the preceding vehicle _cm , which is the preceding vehicle. It is the distance minus the stopping distance P _m . The safety distance d _min,mr is also shown in FIG. The safety distance d _min,mr shown in FIG. 16 can be calculated from Equation 4.

The second distance d ₂ can be expressed as (S _r −P _f )−(S _m −P _f )−L using the stopping distances P and S of the third embodiment. As shown in FIG. 21, S _r -P _f is the safe distance d _min,fr between the vehicles c _f and _cr . S _m −P _f is the safe distance d _{min, fm} between the vehicles c _f and _cm , as shown in FIG. The first distance d ₁ directly calculates the safety distance d _min,mr . On the other hand, the second distance _d2 is determined by using the relationship between the safe distance _dmin,mr , the vehicle length L, the safe distance dmin _,fm , and the safe distance _{dmin ,fr} shown in FIG. _{, mr} is used to calculate the safe distance d _min,mr .

When calculating (S _r −P _f )−(S _m −P _f )−L shown in the first line of Equation 16, it becomes S _r −S _m −L. Therefore, the second distance _d2 is calculated from the stopping distance _Sr of the host vehicle 2 as a following vehicle, the stopping distance _Sm of the preceding vehicle _cm as a following vehicle, and the vehicle length L of the preceding vehicle _cm . This is the distance after subtracting .

Equations 17 and 18 shown in FIG. 27 are equations in which the first distance d ₁ and the second distance d ₂ are further modified using maximum accelerations a _{max, accel,} etc. Equation 17 is obtained by substituting Equation 1, Equation 2, and Equation 3 into Equation 4. As can be seen from Equations 17 and 18, the first distance d ₁ and the second distance d ₂ include the velocity v. Since the speed v is a value detected using a sensor, it includes a detection error. Therefore, the first distance d ₁ and the second distance d ₂ do not completely match. Therefore, in the fourth embodiment, the safe distance d _min in a situation where a rear-end collision is determined is calculated using Equation 16.

By making a safety determination using the safety distance d _min calculated in this way, the result of the safety determination becomes more useful.

(Fifth embodiment)
The fifth embodiment is a modification of the fourth embodiment.

In the fifth embodiment, Equation 19 shown in FIG. 28 is used instead of Equation 16, and the value obtained from Equation 19 is set as the safe distance d _min in a situation in which a rear-end collision is determined. The first term of Equation 19 can be calculated using Equation 20, and is the average value, ie, the expected value, of the safety distance d _min , which varies due to the detection error of the sensor. The second term in Equation 19 is three times the standard deviation σ of the safety distance d _min , which varies due to the detection error of the sensor. Note that in Equation 19, the variance V is used instead of the standard deviation σ. The second term in Equation 19 is an additional value to be added to the expected value. This additional value may be based on the standard deviation σ, and may be a value other than three times the standard deviation σ. For example, the added value may be an integral multiple, such as 1, 2, or 6 times the standard deviation σ, or may be a decimal multiple.

The first term of Equation 19 can be expressed by Equation 20, and the second term of Equation 19 can be expressed by Equation 21. θ and α in these equations 20 and 21 can be expressed by equation 22.

E[d ₁ ], V[d ₁ ], E[d ₂ ], and V[d ₂ ] shown in equations 20 and 21 can be expressed by equations 23, 24, 25, and 26, respectively. .

Here, assuming that velocity v is a random variable and the probability distribution of velocity v follows a normal distribution, Equation 27 holds true. Using Formula 27, E[S _r ], E[S _m ], and E[P _m ] in Formulas 23 and 25 can be expressed by Formulas 28, 29, and 30. V[S _r ], V[S _m ], and V[P _m ] in Equations 24 and 26 can be expressed by Equations 31, 32, and 33.

By making a safety determination using the safety distance d _min obtained by Equation 19, the safety determination result takes into account the detection error of the speed v.

(Sixth embodiment)
The sixth embodiment is a modification of the first embodiment.

As shown in FIG. 29, in the control block 6160 of the sixth embodiment, the process of acquiring determination information regarding the safety envelope from the risk monitoring block 140 is omitted. Therefore, the planning block 6120 of the sixth embodiment acquires determination information regarding the safety envelope from the risk monitoring block 140. The planning block 6120 plans the driving control of the host vehicle 2 according to the planning block 120 when determination information indicating that there is no violation of the safety envelope is obtained. On the other hand, when the determination information indicating that the safety envelope has been violated is acquired, the planning block 6120 applies constraints based on the determination information to the operation control at the stage of planning the operation control according to the planning block 120. That is, the planning block 6120 limits the planned operation control. In either case, the control block 6160 executes the driving control of the host vehicle 2 planned by the planning block 6120.

(Seventh embodiment)
The seventh embodiment is a modification of the first embodiment.

As shown in FIG. 30, in the control block 7160 of the seventh embodiment, the process of acquiring determination information regarding the safety envelope from the risk monitoring block 7140 is omitted. Therefore, the risk monitoring block 7140 of the seventh embodiment acquires information representing the result of the driving control performed by the control block 7160 on the host vehicle 2. The risk monitoring block 7140 evaluates the operational control by performing a safety determination based on a safety envelope on the result of the operational control.

(Eighth embodiment)
The eighth embodiment is a modification of the first and seventh embodiments.

As shown in FIGS. 31 and 32, the eighth embodiment, which is a modification of the first embodiment from the viewpoint of the processing system 1, includes testing the operation control by the processing system 1, for example, for safety approval. A test block 8180 has been added. The test block 8180 is provided with a function similar to that of the detection block 100 and the risk monitoring block 140. Note that in FIGS. 31 and 32, illustrations of data acquisition routes for monitoring and determining failures in detection information are omitted.

The test block 8180 may be constructed by the processing system 1 shown in FIG. 31 executing a test program added to the processing program for constructing each block 100, 120, 140, 160. The test block 8180 is executed by a test processing system 8001, which is different from the processing system 1, as shown in FIG. It may be constructed by Here, the test processing system 8001 is connected to the processing system 1 in order to test the operation control (illustration in the case of connection through the communication system 6 is omitted), and includes at least one memory 10 and a processor 12. It is preferable to configure it using a dedicated computer.

The safety determination by the test block 8180 may be performed each time one control cycle of information representing the result of driving control is stored in the memory 10 of the processing system 1 or another processing system 8001. Further, the safety determination by the test block 8180 may be executed every time the plurality of control cycles are stored in the memory 10.

(Other embodiments)
Although multiple embodiments have been described above, the present disclosure is not to be construed as being limited to those embodiments, and may be applied to various embodiments and combinations within the scope of the gist of the present disclosure. I can do it.

In a modification, the safety distance in a situation where a side collision is determined, that is, the lateral safety distance, may be the sum of the lateral braking distance of the host vehicle 2 and the lateral braking distance of the target moving body 3. The lateral braking distance of the host vehicle 2 may be determined based on the current lateral speed, maximum yaw rate and maximum change in turning radius of the host vehicle 2. The lateral braking distance of the target vehicle 3 may be determined based on the current lateral speed, maximum yaw rate and maximum change in turning radius of the target vehicle 3a. The maximum yaw rate may be a value set from the viewpoint of continuing safe travel. The maximum yaw rate may be a reasonably foreseeable maximum expected yaw rate that the target mobile object 3 (other road users) may exhibit. The maximum change in the turning radius may be a value set from the viewpoint of continuing safe travel. The maximum change in the turning radius may be the maximum expected change in the turning radius that is reasonably foreseeable that the target vehicle 3 (other road users) may exhibit. At least one of the maximum yaw rate and maximum change in turning radius is determined by road surface conditions (e.g. road slope, material), weather conditions (e.g. snow, humidity), vehicle conditions (e.g. tire pressure, brake pad condition). It may be determined based on the following.

In a modification, the dedicated computer constituting the processing system 1 may include at least one of a digital circuit and an analog circuit as a processor. Here, digital circuits include, for example, ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), SOC (System on a Chip), PGA (Programmable Gate Array), and CPLD (Complex Programmable Logic Device). , at least one type. Such a digital circuit may also include a memory in which a program is stored.

Claims (15)

A processing method executed by a processor (12) to perform processing related to driving control of a host vehicle (2), comprising:
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
Establishing a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle (S103);
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safety envelope also includes the speed and maximum deceleration of the preceding vehicle, and the speed, maximum acceleration, and minimum deceleration of the following vehicle. A processing method in which the minimum deceleration of the following vehicle is set to be equal to or less than the maximum deceleration of the preceding vehicle. The processing method according to claim 1,
Setting the safety envelope includes setting a safety distance or determining the boundary, the margin or the buffer area based on the safety distance;
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safe distance is the speed of the preceding vehicle, the maximum deceleration, the speed of the following vehicle, the maximum acceleration, and the minimum deceleration. A processing method in which the minimum deceleration of the following vehicle is set to be equal to or less than the maximum deceleration of the preceding vehicle. A processing method executed by a processor (12) to perform processing related to driving control of a host vehicle (2), comprising:
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
Establishing a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
a violation of the safety envelope based on a comparison of the safety envelope with a positional relationship between the host vehicle and a target vehicle; and a comparison of the speed of the host vehicle with one or more limits for the speed. (S103);
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safety envelope also includes the speed, maximum deceleration of the preceding vehicle, and the speed, maximum acceleration, and minimum deceleration of the following vehicle. It is calculated based on
When the minimum deceleration of the following vehicle is set to a value greater than the maximum deceleration of the preceding vehicle, the limit value for the speed includes an upper limit speed calculated by the following formula.

The processing method according to claim 3,
Setting the safety envelope includes setting a safety distance or determining the boundary, the margin or the buffer area based on the safety distance;
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safe distance is the speed of the preceding vehicle, the maximum deceleration, the speed of the following vehicle, the maximum acceleration, and the minimum deceleration. A processing method that is calculated based on. A processing method executed by a processor (12) to perform processing related to driving control of a host vehicle (2), comprising:
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
Establishing a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle (S103);
Let S be the stopping distance when the host vehicle is a following vehicle, P be the stopping distance when the host vehicle is a leading vehicle, and L be the total length of the host vehicle,
P-S-L≦0
A processing method, wherein the boundary, the margin or the buffer area is defined as satisfying. The processing method according to claim 5,
Setting the safety envelope includes setting a safety distance or determining the boundary, the margin or the buffer area based on the safety distance;
P-S-L≦0
A processing method in which the safe distance is set as satisfying the following. The processing method according to any one of claims 2, 4 and 6,
A first distance (d ₁ ) obtained by subtracting the stopping distance (P _m ) of the preceding vehicle from the stopping distance (S _r ) of the host vehicle as a following vehicle, and the stopping distance of the host vehicle as a following vehicle. The monitoring is performed based on the longer distance of a second distance (d ₂ ) obtained by subtracting the stopping distance (S _m ) of the preceding vehicle as a following vehicle from the distance and the vehicle length (L) of the preceding vehicle. A processing method for setting the safe distance to be used. The processing method according to claim 7,
The expected value of the longer distance between the first distance and the second distance, plus an additional value determined based on the standard deviation of the longer distance between the first distance and the second distance. A processing method for setting the safe distance used for monitoring. 9. The processing method according to claim 8,
The processing method, wherein the added value is three times the standard deviation. A processing system that includes a processor (12) and performs processing related to driving control of a host vehicle (2),
The processor includes:
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
Establishing a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle (S103);
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safety envelope also includes the speed, maximum deceleration of the preceding vehicle, and the speed, maximum acceleration, and minimum deceleration of the following vehicle. The processing system is configured to calculate a minimum deceleration of the following vehicle to be equal to or less than a maximum deceleration of the preceding vehicle. A processing system that includes a processor (12) and performs processing related to driving control of a host vehicle (2),
The processor includes:
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
Establishing a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
a violation of the safety envelope based on a comparison of the safety envelope with a positional relationship between the host vehicle and a target vehicle; and a comparison of the speed of the host vehicle with one or more limits for the speed. (S103);
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safety envelope also includes the speed, maximum deceleration of the preceding vehicle, and the speed, maximum acceleration, and minimum deceleration of the following vehicle. It is calculated based on
When the minimum deceleration of the following vehicle is set to a value greater than the maximum deceleration of the preceding vehicle, the processing system includes an upper limit speed calculated by the following formula in the limit value for the speed.

A processing system that includes a processor (12) and performs processing related to driving control of a host vehicle (2),
The processor includes:
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
Establishing a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle (S103);
Let S be the stopping distance when the host vehicle is a following vehicle, P be the stopping distance when the host vehicle is a leading vehicle, and L be the total length of the host vehicle,
P-S-L≦0
The processing system defines the boundary, the margin or the buffer area as satisfying. A processing program that is stored in a storage medium (10) and includes instructions to be executed by a processor (12) to perform processing related to driving control of a host vehicle (2),
The said instruction is
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
configuring a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle (S103);
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safety envelope also includes the speed, maximum deceleration of the preceding vehicle, and the speed, maximum acceleration, and minimum deceleration of the following vehicle. The processing program is configured to calculate a minimum deceleration of the following vehicle to be equal to or less than a maximum deceleration of the preceding vehicle. A processing program that is stored in a storage medium (10) and includes instructions to be executed by a processor (12) to perform processing related to driving control of a host vehicle (2),
The said instruction is
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
configuring a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
a violation of the safety envelope based on a comparison of the safety envelope with a positional relationship between the host vehicle and a target vehicle; and a comparison of the speed of the host vehicle with one or more limits for the speed. (S103),
When the target vehicle is a leading vehicle and the host vehicle is a following vehicle, the safety envelope also includes the speed, maximum deceleration of the preceding vehicle, and the speed, maximum acceleration, and minimum deceleration of the following vehicle. It is calculated based on
When the minimum deceleration of the following vehicle is set to a value greater than the maximum deceleration of the preceding vehicle, the limit value for the speed includes an upper limit speed calculated by the following formula.

A processing program that is stored in a storage medium (10) and includes instructions to be executed by a processor (12) to perform processing related to driving control of a host vehicle (2),
The said instruction is
acquiring detection information describing a state detected in the driving environment of the host vehicle (S100);
configuring a safety envelope including defining a physically based boundary, margin or buffer area around the host vehicle (S102);
monitoring for violations of the safety envelope based on a comparison of the safety envelope and a positional relationship between the host vehicle and the target vehicle (S103);
Let S be the stopping distance when the host vehicle is a following vehicle, P be the stopping distance when the host vehicle is a leading vehicle, and L be the total length of the host vehicle,
P-S-L≦0
A processing program that defines the boundary, the margin or the buffer area as satisfying.

Images